Gas engine



Dec. 6, 1932. CADWELL 1,889,946

GAS ENGINE Filed Jan 15. 1930 5 Sheets-Sheet 1 Dec. 6, 1932. D L1,889,946

GAS ENGINE Filed Jan. 15, 1930 3 Sheets-Sheet 2 flfforne d.

Dec. 6, 1932.

L. E. CADWELL 1,889,946

GAS ENGINE Filed Jan. 15, 1930 3 Sheets-Sheet 5 Patented Dec. 6, 1932UNITED STATES PATENT OFFICE I LESLIE E. CADWELL, OF INDIANAPOLIS,INDIANA, ASSIGNOR 'lO HEADLESSMULTEPLE MOTOR CORPORATION, OFINDIANAPOLIS, INDIANA, A CORPORATION GAS ENGINE Application filedJanuary 15, 1980. Serial No. 421,041.

This invention relates to the art of internal combustion engines and hasfor its primary objects the provision of means whereby an expansion ofgases may take pace between two' oppositely traveling pistons; in theelimination of a cylinder head with its accompanying gasket; theprovision for a plurality of power take-off shafts and in the provisionof means permitting a drive shaft speed differing from that of the motorcrank shaft s eed.

These and other objects will become apparent in the followingdescription of my invention as illustrated in the accompanying drawings,in which Fig. 1 is a front elevation of a motor embodying my invention;

Fig. 2, a vertical longitudinal section through the motor on the line 22in Fig. 1; and

Fig. 3, a vertical transverse section through a cylinder of the motor onthe line 3-3 in Fig. 2.

Like characters of reference indicate like parts throughout the severalviews in the drawings.

Referring principally'to Figs. 2 and 3, I form a motor block 10 hereshown as having four vertically disposed cylinders 11, 12, 13, and 14therein. Within each of these cylinders I place a pair of opposingpistons 15, 16, 17, 18, 19, 20, 21 and 22 respectively, all of the usualtype carrying expansion packing rings. A crank shaft 23 is rotatablycarried across the undersides of the four cylinders and has rockablyattached thereto the connecting rods 24, 25, 26 and 27 which in turn arerockably secured to the respective pistons 16, 18, 20. and 22 all in theusual and well known manner.

Above the cylinders, in the same plane with the shaft 23 is rotatablymounted a second crank shaft 28 surrounded by the removable crank case29.

The crank shaft 28 is of the four throw interconnecting it with therespective pistons 15, 17, 19 and 21" On similar ends of the crankshafts 23 and 28 are fixed the gears 34 j and 35, each having the samenumber of teeth thereon. Midway between the two gears 34 and 35 isrotatably carried a stub shaft 36 on which is fixed a gear 37 in meshwith the gears 34 and 35.

The two gears 34 and 35 are meshed with the gear 37 to have thecorresponding throws of the shafts 23 and 28 opposing one another asindicated in Figs. 2 and 3 whereby the pis tons in each cylinder will betraveling in opposite directions one in respect to the other uponrotation of the shafts.

Gear driven from the crank shaft 23 is the usual cam shaft 38 runing atone-half crank shaft speed as is customary in four cycle gas enginepractice. The length of each of the respective cylinders is such thatwhen the two pistons within that cylinder have reached their limit oftravel toward each other, Fig. 3,

there is a space therebetween serving as a compression and combustionspace in communication with a pocket 39. Entrance into this pocket 39 isto behad' from the upper side by removing the plug 40 to permit theinsertion of the necessary intake and exhaust valves 41 fitting'overports in the bottom of the pocket and slidingly pass on down to carrythe compression spring 42 therearound as a means of seating the valvesafter being lifted by the cams on the shaft 38 in the usual manner. Aspark plug 43 is screw-threadedly carried by the plug 40 as a means ofigniting combustible mixtures within the pocket 39 and communicatingspace between the vpistons. A water jacket 44 is centrally located aboutthe cylinders as a means of conducting away excessive heat.

I employ the four cycle principle whereby, upon suitable rotation of theshafts 23 and 28, the pistons 15 and 16 in cylinder 11,

for example, are advancedone toward the e other to compress a chargetherebetween following which that charge is ignited .and the pistonsforced apart one from-the other to D. revolve the respective crankshafts in the same direction of rotation, the pistons traveling to theirextreme outer limits to positions aswould be indicated bypistons 17 and18 in i le cylinder 12. i 4 1 The remaining third and fourth cyclesoftravel of the respective pistons exhaust the products of combustion anddraw in a new charge and compress it ready for thenext power stroke. Itis to be noted that the construction of the motor block .10 is verysimple in that the cylinders 11. 12, 13, 14 are bored directlytherethrough and that no-seat is required to be fixed to receive acylinder head from the valves terminating within their respectiveextensions, sprin s to normally seat t e valves, a .cam shaft rivinglyconnected with the adjacent crank shaft, cams on the cam shaft liftingthe valves at each revolu- 70 tion of the cam shaft, a water jacketcoolin the cylinders, a stub shaft between the cr shafts, gearsdrivingly connecting the crank shafts and stub shaft, means for takingpowerfrom the stub shaft and means for taking 76 power from each end ofthe crank shafts.

In testimony whereof I aifix my si ature.

LESLIE E. CAD ELL.

with a gasket therebetween. It is also to be 3 noted, Fig. 1, that thegears 34 and 35 may be of different diameters as indicated by the dashlines 34 and 35 to permit the use of a smallergear 37 as indicated bythe line 37 whereby the stub shaft 36 may be given adifi'erent rate ofspeed. Power may be taken off from the engine. at either ends ofboth Ishafts 23 and 28 or from the shaft 36, makin five points in allavailable. Since the cran shafts 23 and 28 are interconnected by thelivered to the shafts 23 and 28 may be utilized at any one of the fiveoints. While I'have here s own and described my invention in the oneform as now best known to me, it is obvious that structural deviationsmay bemade from that form withoutdepant ing from the spirit of theinvention, and I therefore, donot desire to be limited to that preciseform nor anymore than may be required by the following claim. y I claim:

In. an internal combustion'engine, a motor ,block having aplurality ofvertically disposed cylinders in pairs each comprising an upperand lowercylinder, :1 iston in each cylinder, transverse crank aha ts common toadjoining cylinders, at the ends of the en and operated by said patent,the len each cylinder being. such that when t e two pistons within apair of cylinders reach their I limit of travel toward each other thereis a space between the istons, a hqusing laterally of each pair of cyinders defining a ocket in communication with said space, 1n ake andexhaust ports in the bottom of the pocket, valves closing and openingthe ports, opentings through the top. of the pocket for the introductionof the valves, plugs screwed 1nto and closingtheo emngs,s ark plugsthrough 7 the last named p ugs, cran cases in two parts containing thecrank shafts and cranks, one

gears 34, 37 and 35, the combined power deto v part being integral withthe cylinder walls and the other art removably secured to thefir'stpart, the ower inte al art having an' i 6 extension under the vave ousing, stems

